Compound engine conversion unit



y 1950 H. G. MUELLER 2,514,287

COMPOUND ENGINE CONVERSION UNIT Filed Oct. 10, 1946 v I 14 Sheets-Sheet 1 gvwamto o fi Mailer wvfiw lf July 4, 1950 H. e. MUELLER COMPOUND ENGINE CONVERSION UNIT 14 Sheets-Sheet 2 Filed Oct. 10, 1946 3mm HGMLo Z [6 7" y 4, 1950 H. G. MUELLER 2,514,287

COMPOUND ENGINE CONVERSION UNIT Filed Oct. 10, 1946 14 Sheets-Sheet 3 i [I [1 53 El i 67 I j m, I i0 2 Z94- I A zaa grwvwbom 0 HaMueZZeT July 4, 1950 H. e. MUELLER COMPOUND ENGINE CONVERSION UNIT 14 Sheets-Sheet 4 Filed Oct. 10, 1946 lfl'lllll Hal/ladle? July 4, 1950 MUELLER 2,514,287

COMPOUND ENGINE CONVERSION UNIT Filed Oct. 10, 1946 14 She'Iets-Sheet 5 HGMue ZZer' July 4, 1950 H. G. MUELLER COMPOUND ENGINE CONVERSION UNIT 14 Sheets-Sheet 6 Filed Oct. 10, 1946 3mm EGMwZZer N as, N

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July 4, 1950 H. G. MUELLER COMPOUND ENGINE CONVERSION UNIT 14 Sheets-Sheet 7 Filed Oct. 10, 1946 i. HGMzzeZZer y 1 0 H. G. MUELLER 2,514,287.

COMPOUND ENGINE CONVERSION UNIT Filed Oct. 10, 1946 I 14 Sheets-Sheet s- .Ij a6 M4- 1/7 v lid 7 Q;

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y 1950 H. G. MUELLER 2,514,287

COMPOUND ENGINE CONVERSION UNIT Filed Oct. 10, 1946 14 Sheets-Sheet 9 HQMZZeZZer I Elma/hm H. G. MUELLER COMPOUND ENGINE CONVERSION UNIT July 4, 1950 14 Sheets-Sheet 10 Filed Oct. 10, 1946 July 4, 1950 H. ca. MUELLER COMPOUND ENGINE CONVERSION UNIT l4 Sheets-Sheet 11 Filed Oct. 10, 1946 HaMwzz r y 4, 1959 H. G. MUELLER 2,514,287

COMPOUND ENGINE CONVERSIQN UNIT Filed Oct. 10, 1946 14 Sheets-Sheet 12 July 4, 1950 H. G. MUELLER 2,514,287

COMPOUND ENGINE CONVERSION UNIT Filed Oct. 10, 1946 14 Sheets-Sheet 13 HGMuaZZer y 1950 H. G. MUELLER v 2,514,287

COMPOUND ENGINE CONVERSION UNIT Filed Oct. 10, 1946 14 Sheets-Sheet 14 Zlvwwwbo o 0 o HQMueZZer Patented July 4, 1950 COMPOUND ENGINE CONVERSION UNIT Herman G. Mueller, Erie, Pa., assignor to Ajax I Iron Works, Corry, Pa., a corporation of Penn:

sylvania Application October 10, 1946, Serial No. 702,400

13 Claims.

The present invention relates to improvements in power generating apparatus and more particularly to engines, and is a continuation in part of my copending application Serial No. 490,071, filed June 8, 1943 for Valve Gear for Steam Engines, now abandoned.

The main object thereof is to provide a vertical steam cylinder driving end for mounting on a lower crank case carrying horizontal compressor cylinders. It aims to provide a compressor drive where the lower crank case is a part of the compressor. outfit.

Hithertofore high powered Diesel engines have been used in connection with heavy duty compressors and the like. The present invention replaces the Diesel engine with a steam engine for driving a battery of compressors with the distinct advantage of lowering costs, increasing power, and eliminating cumbersome mechanism.

Another object thereof is to provide improved power generating means for driving compressors in which an automatic control is had for a multicylinder engine instead of a throttle control such a is in common use in connection with compressors.

Afurtherobject thereof is to provide manually operative means for controlling the instrumentalities made use of in the present engine, as auxiliary equipment for use in connection with the automatic control provided for maintaining constant pressure for suction or discharge purposes, constant fiow of gas under pressure, constant speed of the power generating means, control of over speed, and in general control of all steam events.

A further object thereof is to convert a Diesel engine drive for compressors into a steam engine drive therefor characterized by the fact that a compound uniflow set of cylinders is employed for condensing ervice, where the exhaust is sub- -atmospheric, and that special crank case expedients and valve gear expedients are used.

A still further object thereof is to provide, in a device of the kind described, an automatic control. of the functions of the steam engine and compressor adjunct thereof, by making use of a readily assembled on each crank, working 'independently of and duplicating the others, which admits of building an engine out of any number of attachable units, from a minimum of two, to meet a wide range of speed and horse power conditions.

A further object thereof, is to provide, in a device of the kind described, a compound steam cycle to eliminate use of receivers, and to assure furnishing continuous expansion of. steam from the throttle to the condenser. This makes possible an engine assembly in which an amply quick exhaust is supplied without the usually excessively large, but still inadequate exhaust valve, such as is now in common use on compound and triple expansion engines.

A further object thereof is to provide an engine of the kind described for use in driving compressors especially, wherein a single head carries steam at full initial pressure and temperature, thus giving thermodynamic economy advantages to theworking ends of both the high pressure and lower pressure cylinders, and also giving some reheating effect to the steam which passes from the high pressure to the low pressure cylinder.

Another object thereof, is to provide, in an engine of the kind described, a uniflow cycle of operation, where the moisture is at a maximum, exhausting this directly tothe condenser or a manifold common to all the low pressure cylinders. The piston valve which is used provides compression relief on the upstroke of the low pressure cylinder, thereby increasing the area of the indicator card and further improving the steam economy.

Another purpose thereof is to provide a steam engine drive for compressor and the like in which the upper side of the high pressure piston and the under side of the low pressure piston are vented to the condenser, thus breathing in and out of both cylinders, low temperature, low density, vacuum steam. This will reduce the cylinder wall temperature considerably below that resulting in any double acting engine so that it mayrequire less wall lubrication.

Another purpose thereof is to provide a compoundcycle for the purpose of greatly reducing the compression ratio, thus lowering the compression temperatures whichlare the chief source of excessive lubrication required on a single stage uniflow cycle.

A still further object thereof is to provide steady power for compressors and the like from a steam engine in which the compound cycle is employed for reducing the expansion ratios per cylinder on the power stroke, which, in the Single stage uniflow, greatly emulsifies the excessive oil used and on account of this, entails the use of coagulating type filters for removing the finely divided oil particles from the condensate. The present engine, by reason of the new assembly of parts, assures that cylinder oil consumption will be reducedto a comparatively minute and negligible quantityjso tl iat it can be absorbed by the conventional feed and filter bo'x employing standard materials such as lufa sponges, cocoa nut fibers or coke beds and. in this way eliminate complications of coagulating fibers, 'andatthe same time, give adequate protection to the boilers against cylinder oil. N A further object thereof is -to 'provide'anengine drive for compressors and the like gaseousiiow systems mechanism controlling all steam events in such a manner that no water cooling on any of the bearings is needed, since the oil passes through a coo ler at gach trip through, the circulating system, screen's being attached to the oil pump suction pipe. h I

A final object of the present invention is to provide valve mechanism controlling the steam events of thesteam enginewith due regard to the Work to be performed'by the compressors driven from the stea jcl girr By-means of special instrumentalitie's prov des 'hereinfthe compressors 'are always on afc'ut'ofinont'rol, which gives bet- ,ter steam economyfthanjis possible by using a throttling, overste dieqvern r- With theabove andptherobj ectsinfview my infvention consists "in the combination, arrangement anddeta'il's 'o'f construction disclosedin the drawi s a ds i at om s endih n'mc p tic'uiarly pointed outjin the appended claims.

In the drawings in similar reference characters designate similar parts throughout the respective 'viewsL Figure 1 is a perspective view of the power jplant constructed in accordance with my invention.

Figure 2 isflaperspec'tiveview ofan'engine employing my invention not of/the compound form. Figure 3 is -a vertical sectional elevation of the steam engine proper.

Figure i is a longitudinal sectional elevation :of the steam contro l lvalve used to control admission and eighaustfoi steam in connection with both high pressure'and low' pres'sure cylinders.

Figure 5 isfa frag nentalfiertical sectional view of a worm 'drive station n coordinative func- "tioning of steam admission and exhaust events and con1pressor actuated flow pressures.

Figure 6 is a iragri ien tal sectional detail view" in cross section ofi a chain drive'casing.

Figure '7 is a. longitudina'i'sectional view of the crank case partoiirny invention readily attachable to a steam engine, this 'v'i'e'w showing' an automatic control of the flow pressures of the compressors.

Figure 8 is a top tissues of the crankcase shown in Figure '7, H

Figure 9 is a fragmentalvertical sectional view of the oil actuatedvalves' controlling flow presdinallysectional illustrationfofffiow pressurejcon- ""troi mechanismfe'ffectd hydraulically, "where the t w r tats, invention, 'It may b de'sirable t'o automatically and v 7 certain "1551 25."

entire structure "0 the control is not automatic but manual, the other half of this illustration appearing in Figure 13; here is shown the chain end part of the valve crank case.

Figure 14 shows a one-half view, in longitudinal elevation of the parts shown in Figures 12 and 13,,the other half view beingshown in I Figure ;15; here is illustrated the chain drive end 'of the valve "gear cran'k case.

V, Figure 16 shows a collection of details of a piston assembly with a view of indicating their manne'r'of being pieced together,

Figure 17 is a longitudinal sectional view of the ,va lvejniechanism manually controlled for moving the '"crankshaft'iore and aft.

Figure 183s "across section of the lever mechanism for returning the crank shaft after it has been moved longitudinally.

Figure 19 is a fragmental sectional detail view ian o l w e i ml- I Figure 20 isacrosssectiontjf anoiltransferring Daft 9 'p i V lv Figure :2'1 is a cross section of an "Dil'ftririiiiig part of apilotv'a'lve. H n v V Figure "22 is a fraginenta view, in elevation, and partly in section, showingfinannr in which a valve rod is'connected 'tofan eccentric'strap.

, Referring to thedr'ajwin'gs, which are merely illustrative pf jrny invention the various paas "thereof are madeiully toappejar, i In the pifsent invention there is coordination between-a "can; pound n fi e mee ms r r-r ta ed a distinct unit, a main 'cranfh case assembly therefor, regarded-also as a separate and distinct a "compressor outfitywhich is also a distinct unit by itself, a'l'iydraulic system of controlling gas {flow pressureionthe 'co npressoroutfit or any similar machine, which is also a separable adjunct by itself to' the power plant to be "here'- jinafter describedherein. Besides these, another "separate unit consists-of the valve gear assembly whichfis'desi'gnjed t tuate "the steam engine steam admitting ane austing nief ns, and be itself actuated bykaidhydraulie system of gas flow pressurecontrpl apparatus. It may beadded that empldym of the ine-identical hydraulic ghlylubricate all parts of the *speaafietmrs oi the present control the functio 'fng of fthe 'hydraulically actuated means idr peratirig the fsteama'dmiso an xhaiistfval e,ine he m we operating thejgasfilow pressure control apparatus and the various'steaineventsaslwell. This is provided fon ,But manual control'of these same 'instrumentalitiejs; necessary in 'many cases. This is a'l'so p'rpvidedior ner'ein. V

Y 'R'eference being first "to Figures 1, 2,3, signated here which ordination 'of' the several ed to "above. In these it "own to support the l i werfiplant assembly. B is the framework in 'gener Means being provided'for inspectingthe fu ct ning pithe inov able parts of thesteamen tie at various-elevations or the frame work, 'cloors fl) are provided 'to give access to thejparts' involved, "which have lighted windowslll, ri duplicate multic'yl'in'ders b oadl mmens instrumentalities jref figures'the engine f "of the steam engineproper 'are"designajted The single acting low pressure uniflow cylinder isin'dicatedatandtlie gleacting counterwhi h,p ureiv fi er ipet atl- Ih 'mi aps eg xg ngb a ,va i ula spasm admissionaridexliaustof steami'romtheengine isdesignated H. A single piece crank shaft" is designated J. The crank housin or case encasing hydraulically the valve gear crank shaft is shown at K. Bronze babbeted main bearings are designated L. Shaft couplers are indicated at M. The main crank case appears at O. The working cylinder steam control valve rods are illustrated at P. A bored oil tight housing is shown at R. The hydraulic piston cylinder is designated S. The-pilot valve is marked T. A single control lever is designated U for controlling the work of the pilot valve and for regulating the pilot valve in its function. The pressure regulator apparatus for an oil pump is designated W. Oil in the crank case or housing is designated X. The venting manifold which connects all the high pressure cylinders is designated Y. The relatively large exhaust lineis designated Z.

.The steam condenser is illustrated at Al The steam manifold appears at Bl, the exhaust conduits at 0!, chain drive from main crank to the valve gear at DI, the exhaust steam check to a turning engine is designated El, the water inlet of condenser is indicated at Fl and the water outlet at Gl. The throttle control is shown at Hi.

It should be noted that readily and effectively putting together allparts of the power plant is highly desirable, and this factor has been constantly present in the assembly of the various instrumentalities now to be described. Self aligning of parts is also desirable and is attained in a simple manner by the use of a certain type of cross head guides. Ease of mounting movable parts in bearings with a view of simplifying their removal and replacements is also desirable. This is especially to be noted in connection with the manner of suspending the valve gear crank shaft in its housing. Meeting all requirements for operating with safety and precision all parts responsible for providing the various steam events with a view to controlling speed, time intervals of operations, pressure and volume activities, etc. is one of the leading attaimnents made possible by use of the present invention. Improved coupling means for building up the length of the crank shaft in accordance with requirements in an engine structure, herein shown, is in accordance with the best practice in engine assemblies.

I will now describe the compound engine in relation to the particular valve gear mechanism provided therefor for the dual purpose of timing the interval of operation of the pistons in both the H. P. and L. P. pistons, as well as-for the purpose of affording control for flow pressures. of

oil, air and other fluid sources of supply used in functioning the moving parts of the engine structure for supplying the various steam stages and events.

A compound engine is constructed of a series of units E, each embodying a cylinder and a slide valve, and each unit has correlated therewith a valve gear constructed according to an embodiment of this invention, to be hereinafter described. The engine 20 has secured, to one side thereof a crankcase or housing K which is disposed above the main crankcase O. The crankcase K has rotatable therein a crank memberJ which is rotatable in bearings L carried by the crankcase K. The crankshaft J has secured to one end thereof a sprocket wheel 44,-and a chain is trained about the sprocket wheel 44 and is also trained about an idler sprocket 46. Asshown in Figure 6, the idler sprocket 46 is mounted on ashaft 41 which is journalled through an adjustable bearing structure, generally designated as 48. Sprocket wheel 44 may be circumferentially adjusted relative to cranke shaft J by means of adjusting bolts which engage through elongated slots.

The bearing structure includes a base plate 49 which is formed with pairs of aligned elongated slots 50 through which bolts 5| engage for guiding the base plate 49 .on an angle to the vertical, in order to provide for the desired tightening of the chain 45. The base plate 49 has formed integral therewith a right angular flange 52 at its upper end through which .a bearing adjusting bolt 53 is threaded. The bolt 53 extends throughv a supporting plate 54 which is upwardly offset from the housing 41 at one end thereof, and a washer 55 is interposed between the head 56 of the bolt 53 and the outer side of the supporting member 54. A cap or housing 51 is adapted to encompass the head 56 of the bolt 53.

The bearing structure 48 includes, as shown in Figure 6, a pair of parallel arms 58 which are V- shaped in side elevation, and are connectedtogether by means of a connecting bar 59. A sprocket is also fixed on the shaft 41 and is adapted to have trained thereabout a driving chain 5| which is trainedabout a driving sprocket 62 mounted on the adjacent end of themain crankshaft J in crankcase O. In the present instance, the sprockets 44, 4B, and 50 are double sprockets with pairs of chains trained therea-bout and the adjustment of the idler sprocket support 48 will provide for adjustment of the driving and driven chains GI and 45 respectively.

The crankshaft J has formed therewith, or secured thereto (Fig. 7), an offset 63 which is disposed at an angle to the length of the crankshaft, one end of the offset 53 starting from the plane of the center of the crankshaft and offset laterally thereof, and the other end extending angularly outwardly for the desired distance in order to provide for the necessary reciprocal movement of a valve connecting rod 64.

' The upper end of the connecting rod 84 is rockably connected to a vertically slidable crosshead 3'2 which-is slidable in a vertical guide 33 carried by the housing R; The crosshead 32 also has secured thereto the lower end of a valve stem P which extends upwardly fromthe guide 33 through a gland l0 and is connected to the valve stem 28 (Fig. 3).

In order to provide for maintaining the con-, necting rod 64 against movement lengthwise of the crankshaft J, I have provided at its lower end a cam strap 69'connected to a pair of adjustable tie members, generally designated at '19 (Fig.'7).

There are two of these tie members 19 for each strap 69 and theprovision of the tie members provides a means whereby the lower end of the con necting rod 64 may be very closely adjusted relative to the inclined offset 63 in order that the operation of the valve of one unit may be accurately adjusted to balance with the operation of the valve of one or more adjacent units.

The crankshaft J is formed with a plurality of detachable units which are adapted to be coupled together by a coupling structure, generally designated as M. j 1

In other words, while the main crankshaft J may be made with as many integral offsets-as may be necessary for the operation of the desired number of units, the valve gear crankshaft J is preferably made as an assembly, there being as many ofi'sets v63 as there are offsets for the main crankshaft J.J.. J I

order to "provide for endwise adjustment of the crankshaft J, I have provided a cylinder S which is disposed at one end of the crankcase K. The cylinder 8 has slidable therein a piston I, which is mounted on a reduced stud II by means of fastening bolts IIB. The stud H5 is formed at one end of the crankshaft member J and the crankshaft J is rotatable in a bearing structure, generally designated as Ill. The bearing structure IIl includes a bearing housing H8 having disposed therein opposed roller bearing members I19 and I20. A plate .I2I is secured by fastening meznhers I22 ltO the outer end of the housing I I8 and retains the bearing members H9 and I within'thehousing H18. The piston II Iis dormed with .a hub .123 which is adapted to abut against the inner bearing =I-I'9 when the piston I I I moves to'the left. The movement of the piston .-I M to the right is limited by means oha shoulder I24 (F!ig. 7) carried by the crankshaft J and which is adapted to abut against asleeve I25 disposed within {the two bearings Hi9 and I20.

Apressu-re chest I21 (Fig. .9) is disposed :above the cylinder S and is provided with an intake port I28 which is adapted to be connected to a source of :iluid pressure and, in the present instance, is preferably connected to an :Oil pressure line, the oil under pressure being discharged into the chamber I29 within chest 121. The chest :I 2'I is formed with an outlet port 139 in the lower wall I31 ithereotand the :outlet port I communicates with a port I32 whichis formed in a valve sleeve I33. The valvesleeve 1 33 is'm'ounted in anintermediate housing I34 and is formed at its outer end with a flange :I351abutting against the :outer I end of the'housing I34. A slidable valve block I 36 is mounted within the sleeve 133 and is .formed with a pair of pistons I31 and I38.

The intermediate housing 1'34 is formed with an annular chamber |39communicating with'the outlet port I30 and is also formed 'withva'pairof annular chambers I40 and I 41 =which1communicate with pairs of diametrically :opposed ports I 42 and I 43, respectively, .formedin the sleeve .133. The port 'I 42 communicates withaport :I which also communicates with the interiorcf the cylinder S, and'the port I43.communicates with aiport I45, the latter port communicating with the interior of the cylinders onithe side of itherpiston I I4 oppositeirom the .port I44.

A reduced diameter shaft M6 .is slidable through the head 1410f the cylinder;S- and :is formed at its inner .end with aiflange 1| dd-whichiisseatedgin arecess 149 formed in the outer s'idecofrthepiston H4. The fastening members .II6 securing the piston H4 to the stud I I5 .also secure theflange I48 in the sooketorrecess I 49. Arocklever ififi is formed at itslower end'with a ifork If'il :(Fig. 1-10) having-a U -s'haped block I152 securedibetween the arms of the fork I5-|. The U-shaped block 1.52 engages in the groove I53 of a grooved member J54 which is secured by fastening means I55to the outer member I54 which is secured by fastening means I55 to the outer end ofthe reducedshaft or extension M5. The upper end of the lever or link I5II is also formed with 'a fork I56 which is rockably mounted on a pair of .trunnions =I5'I carried by a slide member I58.

The slide member I58 includes a shaft I59 which is slidable in a cylindrical (bearin I50 which is secured byfastening :members .I6I to a housinggenerally designatedas IE2. Thehousing I62 extends upwardly from the housing or crankcase K. The slide member 458 :18 constantly urged to the right by means ofraaspring be regulated at the desired degree.

I .53 which is disposed about the guide I50 and bears at one .end against a flanged collar I54 abutting against the tensioning bolts I165 which are threaded through afla-nged head 156 formed integral with the :outer end of the guide member I-Ii'll. Theinner end-er the spring I63 also bears against :a flanged collar 15?! abutting against the adjacent end of the slide member I58. The opposite .end of the :slide member I 58 has formed integral therewith a cylindrical valve member I58 which is slidable on a stationary piston .or guide 2169. The piston .or guide A69 is carried .by a head or plate .I It secured to the outerwa'lzl Il-iI of the housing I62. The head I in is iormed with a vertically disposed oil .duct or passage 11.2 which communicates with a horizontal passage I73. The horizontal :passage I73 opens into the inner end :portion \of the cylindrical sleeve or valve member I68.

A threaded .duct restricting member I'M is threaded into the head I10 at-the meeting point of the two ducts M2 and :I .13 ,so that the amount of :liquid entering the chamber I215 inwardly from the inner end of the stationary piston I59 may The sleeve member or valve II BE :is formed with an exhaust port I'I'Ii which communicates with the interior of the housing I162, and the interior of the housing 452 communicates with an end housing 171! having a removable plate 178. The horizontal adjustment of the slide member 1158 regulates the position of the pivot members [5"! :for the lever I50 and also controls the operation of the valve member 136.

The valve member I36 has a valve stem I119 extending therefrom and a link 188 :is pivotally connected at one .end by means of a connector I8.I to the outer end of the stem I19. The :opposite end'of the'link .Iis pivotally connected to a depending valve=operating lever 1.82. The :lever IE2 is :rockably mounted on a pivot member I 83 carried by the lever I 50 below the pivot I51, The lever I82 is formed :with an extension I84 extending above the :pivot 1'83 (Fig. 10) which is pivotally secured .at its .upper end to a link I815 '(Fig. .9) The'lin-k I85 is secured 'to the depending arm :I86 of a bell crank 1:81. The bell crank 1 81 is pivotally mounted on apivot member I588 carriediby a supportingboss I89. The bell crank I81 has the opposite leg-or side 19H thereof connected to the lower end of a diaphragm operated rod 191. The rod .I'EII extends upwardly :through the top wall 1920f housing .162 and extends into a spring pressed air pressure regulating device, generally designatedas 193 (Fig. "71). The :regulating device I93 includes a housing I'M having disposed therein .3, diaphragm I 95. Air pressure isradmitted to theupper side of thehousing .194 above the diaphragm I95 through an air pressure pipe I98 which is connected :to a source of air pressure supply, such as a compressor .or .the like which is independent of thecompressor operated by the engine:hereindescribed-and is termed the Master :Control? The endwise position of the crankshaft :J is also controlled by means 1017a :centrifu al governor I 99. 'Thergovernor :I919 is of conventional construction .(Fig. ;11 and :Fig. 5,), and includes a rotatable shaft 1-2Illlhaving secured to the lower end "thereof .a worm :201 -.which .meshes with a worm gearl 2Il21tEiesH5 and 7) rcarried by-agear shaft .2 8.3 (rotatable :in a bearing 2114. The shaft 20-3 has fixed thereon a spur gear-295 meshing with aspurgearflflfi which isfixed to the crank- 275 .shait. J. The gear 2051s elongated so that the .-9 gear 206 will be in a constant mesh with thegear 205 in any adjusted position of the crankshaft J.

The governor I99 includes a rockable regulating arm 20'! mounted on a pivot 288 (Figs. 7 and 11). The arm 201 also has fixed relative thereto an angularly disposed arm 209 with which one end of a spring 2H! is connected. The spring 2H1 has the opposite end thereof connected to a spring tensionin member 2 which is threaded through a lug 212 carried by the lower portion of the governor I99. A block 2I3 is pivotally mounted on a pivot member 2l-4 carried by the arm 20! and one end of an elongated regulating rod H is mounted in the block U3 and is disposed at a right angle to the axis of the pivot member 2 M. The rod 215 is threaded through a block 216 (Fig. 9) which is pivotally mounted as at 21'! on the upper end of a lever 218. The lever H8 is secured to the outer end of a rock shaft 2! (Fig. which is rockably mounted in a bearing 220. The rock shaft 2l9 has keyed thereto a shifting fork 22L The arms of the fork 22| pivotally engage trunnions 222 which are carried by a cylindrical valve T. The valve T slidably engages the outer side of they cylindrical valve I68 and during the normal running of the engine the sleeve valve T is adapted to close the exhaust port H6. The rod 2| 5 has threaded thereon adjusting nuts 224' and 225 which engage on opposite sides of the block 2H3 and the terminal end of the rod 215 has secured thereto a hand crank 226. The hand crank 226 is provided so that the-operation of the sleeveT may be manually regulated or operated without operation of the governor l99.

Referring now to Figure '7, the bearings L for the crank shaft J, are secured in pairs to hearing supporting members 251 which are removable with respect to the crankcase housing K. The bearing supporting members 25! are constructed in the form of upwardly opening boxes or housings which are provided at their upper ends with flanges 252 overlapping the upper side 253 of the housing K, and secured thereto by fastening bolts 254. In this manner the upper side 253 of the 1 housing K may be planed off and the lowerside of the flange 252 together with the lower side of the lower wall 255 of the housing 25I planed off to provide for ,the desired distance between the upper surface 253 and the lower surface-of the lower wall 255. This will permit the proper align: ment of the bearings L within the housing K without planing or milling the bearing surfaces inside the housing K.

In order to provide for the proper lubrication of the eccentric straps 69, each bearing member L has connected to the lower portion thereof, an oil pipe 25 6 which communicates with a passage formed in the bearing.

Referring now to Figure 3, the numeral 20 designates generally a compoundsteam engine structure having secured thereto a valve gear, in crankcase K, similar in every detail to that heretofore described. The engine 20 includes an upper high pressure cylinder I which ismounted above a low pressure cylinder G. A valve structure H is interposed between the two cylinders I and G and is of a construction shown in Figure 4 soon to be described. 1

The cylinder I has slidable therein a high pressure piston 219 to which is secured a piston rod 288. The piston rod 280 is slidable through a gland (not shown) and is connected at its lower end to a low pressure piston 282 whichis slidable in a cylinder G. The upper oylinderI has secured thereto, a head 283, and a venting manifold V connects all the high pressure cylinders together. The large exhaust line Z leads out of the lower part of low pressure cylinder G and connects to a condenser Al. The steam manifold Bl connects one, end of the valve structure H with a source of steam supply J2. Exhaust conduits Cl connect exhaust line Z with each of the low pressure cylinders G.

The piston rod 280 is extended downwardly through the piston 282, through a gland l5. The cylinder supporting structure 29I also constitutes across head guide supporting structure, the crosshead guide generally designated as 290 being depending carried by the intermediate support 29!. The upper crank case structure 293 is disposed below the supporting member 29l, and is adapted to be secured to a lower crankcase structure O. v I I In Figure 3 it is seen that the cross-head guide 29!] consists of oppositely arranged members'lii and l l of vertical disposition having inner vertical tracks on which is adapted to slide the crosshead l3 operatively, which is carried at the lower end of piston rod 289 connected to L. P. piston 2 82. The glands l5 adequately pack this rod. "I he upper portion 15 of the pitman I1 is pivotally connected to crosshead l4. The lower end'of pitman I1 is conventionally mounted upon the the main crankshaft J. So is another pitman l8 connected for each separate compressorcylinder, to crankshaft J at its inner end. At its outer end the pitman I8 is oscillatingly connected to crosshead l9 which reciprocates in a crosshead guide 20a.

I will now describe the valve mechanism controlling the H. P. and L. P. pistons in operation during each cycle of the compound engine. This is shown in Figure 4 and the parts here shown are housed in the valve structure H shown in Figure 3.

Valve casing H, Figure 3, supplied for each set of cylinders composing the multi-cylinder engine has contained therein a special valve construction, consisting of a plurality Of longitudinally aligned piston heads operated from valve stem 28. This valve stem 28 is operated by suitable linkage con: sisting of link 26 pivoted at 21 to this valve stem, arm 28a of a bell crank lever pivoted at 8|, toa fixed bracket on the engine framework. The other arm of the bell crank lever is designated 29 and is operatively and directly connected pivotally at 30 to the actuating connecting rod P which is swivelably connected to the slide or ores..- head 32.

In the casing H the valve stem 28 slides longitu dinally, induced by the actuation of the connecting rod P. A stufilng box 23 fits snugly'intothis casing H at the end shown to the right, and it. has a concentric reduced portion containing pack: ing means 24 for makinga fiuid tight sliding connection between valve stem and this stuffing box, the clamping gland 25 assisting for this purpose in the usual manner. I 1

The valve spindle 35 is a continuation of valve stem 28 and it is formed terminally with a reduced portion 35a, forming an intervening shoulder. 35b. The sleeve end 38 of a piston 39 is mounted-encas+ ingly upon this reduced spindle portion 35a, abutting shoulder 351) at one end. Piston 39 reciprocates snugly in the cylinder case'H, its head being designated 40 and its interior 44a. The flange 41a of a bushing 43 engages'the outer face of the head 40 of piston 39 being attached thereto by fasteners 42. The bushingprojects into'the hollow interior 44aof piston 39. In a spider 36a amass? spring 47b is coiled around the poppet stem and at one end bears fixedly against the outer face of part 40 of the piston; At its opposite end this spring bears against a disk 470, which disk is held attached topoppet stem 47a by the lock nut 48a screwing onto this stem. This spring normally causes poppet valve to close the open end of bushing.

The piston 39 slides in one of the two cylinders 50a and 51a which are in longitudinal alignment in spaced confronting relation located operatively in case H. Th poppet valve and accessories are wholly located in cylinder 50a. (In the position of parts shown in Figure 4.) Another piston 61a slides in cylinder 5141 at its left end. Its hollow interior is indicated at 82. Piston Gla has a concentric forwardly projecting sleeve 65 which fits around valve spindle 35, being shouldered endwise against the shoulder 35b in contact with the adjacent sleeve 38 of piston 39.

A third piston 53a slides in the right end of the cylinder 51a, whose hollow interior is desi nated 55a. The outer end of piston sleeve 52a has a reduced portion 64a having a socketed fit into the adjacent end of piston Bio.

The three pistons so far described comprising the valve are locked together securely and removably upon the valve stem'and its spindle continuation as follows: valve spindle length adjusting nuts 36 are screwed home upon valve stem 28 and bear against the inner end of the sleeve 52 of piston 53. At the end of the valve stem or spindle remote to this end are screw threaded valve spindle length adjusting nuts 31. Between these sets of nuts at opposing ends of the valve stem a clamping action is maintained so that sleeve 63a is socketed against sleeve 33 of respective pistons 61a and 39, while sleeve 52a of piston 53a is socketed against piston Sla. Hence these pistons all move together'reciprocatingly.

A vital part of this valve mechanism and structure consists of the ported arrangement for connecting both the H. P. and L. P. cylinders into proper communication with each other to stage at the proper timed intervals the various steam events. Stuffing box 23 fits into the nipple end 3| of the case H, at one end of this apparatus, so it is closed at this end. At the other end of the case H, a fitting Illa extends into it and closes this end of the valve casing H, this part having a, flange H engaging the other nipple 3 lb formed on this casing, suitable fasteners 12 attaching this fitting in place. The steam line connects at Bl with the interior of the casing through the fitting N. This fitting also carries an adjusting screw threaded pin 31a. The stuffing box 3| also carries a pair orL. P. starting valve adjustin screw threaded pins 3 la, the inner ends of which abut against the outer 'end 'of cylinder 51a.

The main passage 60a connects the H. P. cylinder I with the interior chamber 59a of the casing H into which cylinder '5 l a extends, and around which this chamber extends. This cylinder Ella is formed at opposing ends with arcuate ports 6 lb and 580. respectively which communicate with the interior chamber 59a of the casing H. 58a are thelow pressure admission ports, and 61a are the high pressure admission ports respectively. Passage 51a connects chamber or interior 34 of the case H with the interior of the low pressure cylinder G. 66 is a by pass. The poppet valve 49 being the low pressure starting admission valve, low presure relief ports are'supplied at 61 in fixed cylinder 50a which communicate with the condenser leading chamber 68 in casing H which extends around this cylinder 56a. The boiler pressure chamber 69a. extends around the confronting ends of cylinders 50a and Ella. Chamber 42a in the casing H is in advance of the piston 39 and connects for communication this valve casing with the interior of the low pressure cylinder G. It will be noted that piston 39 is formed with a series of coaxial ports which communicate with the interior of fixed cylinder Ella.

There has been described thus far a vertical unifiow compound steam engine for conjoint use with compressors, in which use is made of the special valve gear mechanism. It should be here noted that there is an automatic control of the fore and aft movement of the valve gear shaft by means of the centrifugal governor I99 and the pressure regulator apparatus W, in conection with both air and oil employed conjointly. The various angular thrust cranks for all the multicylinders will, of course, be properly set angularly rel atively to one another so as to properly time the order of actuation of the pitmans P that control the valve mechanism to the H. P. and L. P. steam cylinders. This construction of vertical compound steam engine is highly advantageous over the usual Diesel engine drive for compressors. Substituting, as I am doing, this type of steam engine in place of the Diesel engine, for surmounting upon the main crankcase O of the present invention, contributes entirely new factors of steam economy, steam events controlling, inertiaovercoming expedients, and wear and tear lninimization in the operation of such compressors. The crankcase construction and contained valve gear mechanism is an adjunct to this compound steam engine because more efficient control is had of the valvular control of the steam that supplies both the H. P. and L. P. steam cylinder units, as I originally showed in my former patent number 2,295,962, over which the present invention is an improvement. Besides improvements brought about in various special details of construction of the valve gear crank shaft, bearings therefor all of which is embodied in copending patent applications of mine, the present complete assembly of steam engine with compressors introduces a type of power plant not hithertofore provided with as eflicient a cut-oif control on both the H. P. and L. P. steam cylinders as if afforded by the hydraulically actuated cut-off control maintained in the regular lubricating system for the various moving parts of the engine. I

Referring now again to Figures 1, 2, 3, 7, 8 and other figures of the drawing, in explaining the general design of the machine for use with compressors, it is necessary to advert generally to features present therein which are also disclosed in said copending applications for patents. The crankcase O proper consists of two'castings, the base A and the frame B, bolted together to form a rigid deep box section assembly, accessible thru the large doors C on either side. Into the top of the frame are assembled the duplicate cylinder units E, each consisting of a guide piece R, a single acting low pressure unifiow cylinder G working on the down stroke, a cylinder head containing the piston valve structure H, and above this is a single acting counterfiow high pressure cylinder, working on the up stroke. Thus a complete unifiow engine is assembled on each crank, working independently of and duplicating the others. 1

The compound cycle, thus provided for, in 

